Locomotive vesicle



(No Model.) 5 Shaets-Sheet 1.

C. LHRIG. LOGUMOTIVE VEHICLE.

Patented Ag. l, 1893i Liihrilg 2. .fu e e h S s t .e e h s 5 E.. L .m HUH .I E RV HW ...l Lml .m 00 `0 nu L d. d 0 M 0 m Imranor:

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Carl LiLh-cg 5 Sheets-Sheet A.

(N0 Model.)

G. LHRIG. LOGOMOTIVE VEHIULE.'

Patented Aug. 1, 1893.

Imrancol: Carl Liihv By QQZW 'me 14601.31.; "5 sheets-sheets.

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N0i`5o2 ,44s Patented Aug. l1, 1393.

n n I n d u u UNITED STATES PATENT OEEICE.

CARL LHRIG, OF DRESDEN, GERMANY.

LOCONIOTIVE-VEHICLE.

SPECIFICATION forming part of Letters Patent No. 502,443, dated August1, 1893.

Application iled October 11, 1892. Serial No. 448,581. (No model.)Patented in Luxemburg September 3, 1892, No. 1,683.

T0 a/ZZ whom t may concern.-

Be it known that I, CARL LHRIG, a subject of the King of Saxony,residing at Dresden, in the Kingdom of Saxony, German Empire, haveinvented new and useful Improvements in Locomotive-Vehicles, (for whichI have obtained Letters Patent in LuXemburg,No.1,G83, dated September 3,1892,) 0f which the following is a specification.

This invention relates to the general arrangement of a tramway vehiclefor transportation of passengers or freight. Instead of horses,locomotives or other independent detachable engines, motor enginesworked by gas, petroleum, air or the like are mounted in the carriage.

The main feature of the invention consists in the arrangement of themotor engines, gearing, and accessories of same in such parts of thecarriage as could not be used for either passengers or freight and arehidden from View. So for instance in passenger cars the motive parts arearranged under the seats which constitute at the same time a protectivecovering and ahermetically closed casing preventing odor and noise frompenetrating into the interior of the carriage. The fly wheels of theengines are placed in the hollow side Walls, the bags of india rubberfor gas in the hollow front walls and the driving gear underneath thefloor. By placing the different parts of the apparatus in this manneraccidents and damages to the machinery from outside interference areentirely avoided. Below the windows the carriage is provided with anumber of doors which can be removed or swung out of the way, so thatthe different parts of the apparatus may at any time be easily repaired,substituted or examined, and it is not even necessary to stop thecarriage and engines while doing this. The eX- terior of a carriage ofthis kind does not differ from any of the ordinary types.

In competition with carriages of other construction and propelled byhorses, air, electricity, &c., the herein described carriage has theadvantage of being cheap, comfortable and safe and it can be usedwithout expensive preparations in places where hitherto a tramway or thelike could not be employed on account of the first costs, or because theworking expenses were too high to leave any profit.

In the accompanying drawings: Figure lis a side view of the carriage;Fig. 2 a cross section; Fig. 3 a longitudinal section; Fig. 4 ahorizontal section; Fig. 5 a detail view showing how the motors can beexchanged, and Figs. 6 and 7 are details of the exchangeable columns.

Similar letters of reference indicate corresponding parts.

As shown in Fig. 4 the driving gear V, requiring only a small space onaccount of its construction, is placed under the central part of thecarriage and is covered by the floor.

`The motor engines M-two double cylinder gas, or petroleum engines-aredisposed under the seats While the two lateral ily wheels are put intothe side walls. Below the platforms on both ends of the carriage, and onboth sides of the roof, are placed the holders R- for gas or petroleumin a compressed condition. Below the iioor are located the sounddampeners S ch, and t-he gas pressure regulators D, while the bags ofindia rubber G are arranged in the interior of the front walls. Theair-valves L are under the seats. The gas is taken through the conduit gfrom the gas holders R and passes iirst to the gas pressure regulators Dand from thence through` the pipe g to the india rubber bags G andfinally .to the motor engines M. Through the air valves L atmosphericair is by pipe Z led to the engine. The exhaust gases go through pipect, which with other pipes is incased in a casing in the front and sidewalls, iirst to the sound dampeners S ch, and from thence up into thetwo purifying vessels b arranged on the roof of the carriage. Thesevessels are filled with pieces of cork, brush-wood or other hygroscopicmatters to purify and filter the gases which escape'through tineopenings distributed throughout the whole surface of the receivers intothe open air. By these means the adherent smoke and odor are entirelyavoided. On the roof are also the two gas holders R communicating withother holders and like them with each other through pipe o. From one ofthese gas holders a branch pipe leads to the manometerm (Fig. 2) on theplatform of the carriage. This nianometer serves to indicate thequantity of gas used during the trips or for each kilometer and showsthe driver when the gas holders need to be charged again. Inside thecarriage,

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close to the engines, a second manometer is inserted in the inductionpipe to indicate the charge. Another receiver l in the central part ofthe carriage roof .contains water, which is kept in continuouscirculation by its heating and cooling. The cold water iiows throughpipe K from the bottom of the receiver to the engines while the warmwater ascends through pipe w owing to the pressure exerted by the coldwater, and iiows back into the receiver.

The cold water receiver G is provided with an overflow contrivance incase the carriage should tilt. This contrivance consists of a coiledpipe leading from the top of the re'- ceiver to the ground. To preventthe pipe U from acting as asiphon and continuously discharging water, asmall air tube u is inserted into the upper bend of the same.

The casing C for the pipes It and U is eX- tended into the engine roomand serves as an air shaft, so that the heat produced by the engine iscarriedoff without heating the interior of the carriage. In winter thisshaft may be closed up and the heat produced used for heating thecarriage. n

The seats can be lifted up as a whole or opened in part as they areprovided with doors or flaps t; the panels T on the outside of the sidewalls and the columns s can be taken out as shown in Figs. 2 and 5 to 7.The bed plates l) of the engines being loosely mounted upon a ixed plateB are held down by bolts r, the heads of which iit into slots in thebottom plate B. NVhen the nuts are unscrewed the engines can be drawnout for repairs or exchange.

Having now fully described and ascertained the nature of my saidinvention Vand in what manner the same is to be performed, I declarethat what I claim isl. A tram car having hollow side walls and thespaces beneath the longitudinal seats closed on all sides, and providedwith openings in the outside Walls closed by suitable doors, and motorengines (one or more) disposed under the seats within the inclosedspaces with their ily wheels arranged to project into the hollow sidewalls-whereby the available space of the car is not reduced; the engineparts are protected, and the penetration of odor into the car isprevented, substantially as described.

2. A tram car having the spaces beneath thc longitudinal seats closed onall sides, motor engines disposed under the seats within the inclosedspace with their fly wheels arranged to project into the hollow walls, adriving gear located beneath the floor of the car, and gas collectorsplaced in the hollow end walls,-the side and front panels of said carbeing constructed to open up to gain access to the several parts,substantially as and for the purpose specified.

3. In a tram car having its side walls removable and the spaces beneaththe longitudinal seats inclosed, one or more motors having their framesarranged to slide upon suitable supports within said inclosed spaces,whereby the motors can be removed from the outside of the car on openingthe side walls, substantially as described.

4. In a tram car the means described for obtaining a substantiallynoiseless and odorless exhaust consistingof asound dampener S c 7iplaced in connection with the exhaust of the engine, a perforatedreceiver containing dry filtering and purifying material, and aconnection between said receiver and the sound dampener substantially asdescribed.

5. In a tram car the combination with the motor engines and the receiverG for the cooling water, of a coiled discharge pipe U connected to saidvessel permitting the water to overfiow only at the highestlevel whenthe car is in an oblique position and a tubeuJ connected with the coilof the discharge pipe to prevent the liquid from being siphoned off,substantially as described.

6. A tram car having the spaces beneath the longitudinal seats closed onall sides and.

provided with openings in the outside walls closed by suitable doors,motor engines (one or more) disposed under the seats within the inclosedspaces, a driving gear located beneath the floor of the car, gas holdersdistributed beneath the platforms, Ventilating shafts for the severalinclosed spaces, and sound danipeners Vand filters through which theexhaust gases are led, all arranged and operating substantially asspecified.

7. A train car having its seats, the iioor beneath the same and the sidewalls capable of being opened up, engines located Within the spacesinclosed by the seats, Iioor and side walls, and Ventilating shafts forsaid spaces, substantially as described.

S. In a train car the combination of the motor engines disposed withinthe inclosed spaces beneath the seats, gas or petroleum holders locatedbeneath the platform of the car, a driving gear connected with theengines and located beneath the car, pressure regu- Vlators D, bags Garranged in the hollow front Walls of the car, sound dampenersS c h,purifying vessels l) disposed on the top of the car, a manometer on, awater receiver G', on the roof of the car connected with the waterjackets of the engines, and Ventilating shafts for the inclosed spaces,substantiallyas described.

In 'testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

CARL Y*LUI-iure.

Witnesses:

WILHELM WIESCHEMANN, ERNST DEMUTH,

Both of Rcichsstr., 30, Dresden.

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